Method and apparatus for cooling and lubricating systems



R; A.-FESSENDEN. METHOD AND APPARATUS F03 COOLING AND LUBRIGATING s I APPLICATION FILED AUG. 9, |9I7 1,331,907D

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H. A. FESSENDEN.

METHOD AND APPARATUS-FOR CODLING AND LUBRICATING SYSTEMS. APPLICATION man Aue. 9.19m.

` 1 331,907.` D Patented Feb. 24,1920.

3 SHEETS-SHEET 2.

R. A. FE'SSENDEN. METHOD AND APPARATUS FOR COOLING AND LUBHICATING SYS TEMS.

APPLICATION FILED AUG. 9, I9I7.

Patented Feb. 24,1920

3 SIIEETS*SHEET 3.

A UNITED -sTATEs PATENT oEE1oE.-

lRfEGrINALI) A. FESSENBEN, OF BROOKLINE, MASSACHUSETTS.

Specification of Letters Patent.

FOR COOLING AND LUBRICATING SYSTEMS.

Applicationled August 9, 1917. Serial No. 185,395.

To all whom it mjay concern:

Be it known that I, REGINALUA. FEssEN- DEN, of Brookline, in the county of Norfolk, and State of Massachusetts, a citizen lof the United States,- have inventedv certain new and useful Improvements in Methods and Apparatus. for Cooling and Lubricating Systems, of which the following is a specification.

My invention relates to the lubrication and cooling of bearings for shafts, and it is especially adapted to crank shafts and the crank arms carried and operated thereby. though it may have other uses.

Heretofore even in the best lubricated bearings the greater part of the frictional heat has been carried 0E by transmission from the oil film to the metal of the bearing and thence to the air and the amount of heat which could be carried 0E has depended upon the coeicient of thermal contact resistance between the oil and the metal of the bearing which thermal contact resistance is quite high and analogous to the electrical contact resistance between two metals. quently only a certain amount of friction could be allowed'per square inch of surface, above which amoun would seize. f

Under my system the greater part, and substantiallyall of the heat generated by friction remains in the oil and is 'carried o by the oil from the bearing to an outside cooling arrangementv where the heat l, is removed from the oil.

Under this system the amount of friction per square inch is not limited as *in the bearings at present in use and pressures of 10,000 pounds per square inch and speeds of a milel a minute have been tried and found to operate successfully, the bearings remaining quite cool. One method of accomplishing this is, instead o-f allowing A ried around and around in the bearings until it gradually leaks out or is forced outat one end, to 'provide channels along the bearing so that the oil entering one end of one channel is carried across a narrow strip ofthe bearing, there performing its work of lu-.-

brication and becoming heated, and then' being carried over into the next adjacent longitudinal channel and is carrie from'thence out of the bearing, still retaining practically all the frictional heat in it and is transferred from thence by a system of. pipes to a cooling chamber. l .A

v ing out.

Consethe bearings H 4the crank pin being omitted.

the bearing in the oil to be carl And second, among other important features of my invention, is that I prefer to maintainl the-pressure of the oil at a negative value with reference to the point at which it leaves the crank sysem, so thatif there is any leakage dueto faulty packing air will tend to leak in instead of oil leak- During its progress through my circulat` ing system while it is out of contact with the bearings or other moving parts which it has lubricated, it ymay be temporarily stored in a tank, open to the atmosphere, or it may be otherwise reduced to a temperature below that at which it has been delivered from the bearings, for example, by coils containing a cooling fluid in the through coils exposed to a chilling medium. In the drawings hereto I have not shown the pump. tankor coils, as they are well known as a liquid circulating means.

My invention will be understood by reference to the drawings, in which- Figure lis a longitudinal section of two double cranks arranged more particularly for use in the engine United States Patent No. 1,132,465,

Fig. 2 is a section on line 22 of Fig. 3, showing a bo-X or bearing for a crank arm and also the crank pin. l

Fig 3 is a section on line 3-3 of Fig. 2,

-- Fig. 4c is an elevation of parts. v

Fig. 5 is an elevation of the crank shaft, the connecting rods and other parts being omitted. and

Fig. 6 is an end view of Fig. 5.

Fig. 7 is a fragment partly in section of the oil-collecting ring.

Fig. 8 is ai detail of the connecting connection.

B2, C2, D2-`and E2 have passages through. them connecting the passage in the shaftl with the passages ,in the crank-pins as below.,

described. `This hollow construction may be extended as farv as need requiresL F is a bearing supported in any convenient way, whereby the middle portion'of the Shaft is upheld.

tanky or by passing it and the crank are alsov hollow, as

Patented Feb. 24,y 1920.

described by me 1n The bearing F is recessed as at' f, this recess surrounding the shaft A and Ibeing connected wit an oil pump (not shown) of any usual construction by means b1 connected by a screw b1 rior of the crank 'pinfB intotwo. chambers 'grooves may be of a pipe G so that the recess may be lled with oil and the shaft may run in an oil bath. At each end of the bearingF is an interior annular grobve f1 age ofoil from the recess f. v Each of these provided with a drip cock f2 or the like so that its contents may dr1p therefrom or Dbe drawn off from time to time as desired. The recessYV fris connected by passages a with the" passage A1 in the central portion of the shaft; This chamber or passage A1 is closed at each end by a plug a1, the two plugs being preferably heldrtogether by means of a screw a2 or'o'therwise if desired. 'p f The crank pin B1 connects the crank arm 2 and the crank arm B2. As stated above, it is hollow, and its ends are closed by plugs or otherwise. This screw as shown carries a sleeve b3 which has substantially midway between its ends a partition b1 so as to divide the hollow inte- B3, B4. The chamber B3 is .connected with the chamber A1 `by the passage which passes through the crank arm A2.

The, periphery of the crank pin B1 is re'- cessed as at t to receive the box H, which surrounds the crank pin. This box is made in two'parts as shown in Fig. 4, each having a semi-cylindrical recess H1, the two parts beingI alikeandbeing attached togetherby` .screws h1.

The interior of this recess 1s ribbed as at h2 to form slots .h3 placed fairly .4:0 vdo not extend the close together and 4serving as .passages The ribs entire thickness of the box (see Fig. 3). Thus they slots h3 connect f. chambers 71,4, 71.5 at the ends of the interior `of the box.

The chambers B3, B* are connected with the periphery of the b, respectively. v

The box serves as a bearing for a connecting rod J. The connecting rod is lprovided with straps J the ends of which are bolted together b v bolts J 5. These straps surround the box H and in engagement with the box are removable metal shoes J8 which take up the wear ony the box. f They yare held in. place by dowel pins J 7. The' upper and lower edges of the box are curved as at H2 to allow a certain flexibility of movement between the box Aand the connecting rod.

The connecting ,rod J carries two tubes j, jk each screwing into. a threaded opening L", k1 in the adjacent edge of the box, the openings connecting with the chambers 7a4, 5. These tubes connect with a similar box and mechanism at the farther end of the connect! ing rod. As the construction at the farther to catch any leakcrank pin B1 and'hence with the interior of the box by passages 6"',v

end of the connecting'rod is identical with i the construction above described and shown in the drawings, and as the connecting rods are alike it is not deemed necessary `to refer tothem fur-ther. e

The chamber It? is connected with the chamber Btthrough the slots h which allow the passage of the oil or lubricant tov the passages b", and the chamber B4.

From thel chamber B* there extends a passage c through the crank arl11'B2l into the hollow crank pinvC1. This crank pin has a like the passage in chamber Cs is connected as before by the,v

passages c5 with a box H sothat the oil passes from thel chamber C3 and yinto the i slots LS vin the box H from whence it circulates through the tubes 7'2, corresponding bearings at y rod J 3, returning through .the tube. jand by passages c into the chamber C2' from which it may pass through the passage c7 in the crank arm C2 to a continuation of the system like that above described. It is' indicated, however, to show that the system may be continued to any reasonable extent. Th/e construction of the cranks D, E is in all respects like the construction of the cranks C, B, and therefore need not be described indetail, these cranks as well as the cranks C and B being supplied with oil from the chamber A1, the oilf' passing through the various passages and returning inlike man-l iner from the passage A1 to the suction or inlet end of the pump to be used over again as occasion may require. l

To receiverand dispose of .theoil which has passed through the bearings it to cooling means and back to the p ump before being again' circulated through the bearings, I prefe/r to provide collecting rings K, K1, which yare suitably supported concentrically of the crank mechanism Das shown in Fig. 1. These rings are alike and are rectangular in .cross section, the wall c facing the crank itis plugged at each l with the shaft A at each endV the farther end of the connecting and convey mechanism being slotted or formed in two parts as shown to allow the entrance into the chamber within the ring of a\ nozzle I rotating nozzle k3 is separated into a number of bodies or streams and has no opportunity number of partitions c'* 'so that the oil flowing into it from the rapidly- I collect at the bottom of the ring and flow be a suction at l -lthe best and simplest 'way of carrying out that a bearing broke down and seized when (not shown) from which it mayz'be pumped 4filled with packing'as shown oil, and the oilpassing out andback to the mitted from the ings and from tially little of the heat being carried olf the oil leaking out through the bearing.

I -ext determined the co-efficient of the thermal contactresistance between. oil and metal, analogous to the electrical Contact resistance between. metal and metal. lThis of swashing around, being caught by the partitions and forminglilms thereon which thence to the air, substaliileads out through the tank pipe K2. The pipe K2 the oil oiil from the ring K to a cooling back into the bearings, orA it may be led directly to the intake of the` pump.

To prevent the oil leaking out from the chambers h, h5 or being driven out by' ceritrifugal "force the annular spaces p, are held in place in grooves p1 by Vretaining rings fr' set into the grooves r1.

Asa further precaution and improvement, it will be noted that the exit nozzles k3 extend farther away from theV axis ofthe rotating shaft than do the crank` bearings H. On this account the centrifugal force is greater than at the .crank amount of heat, or number of calories passing through an `oiled metal surface, z'. e., per degree of difference of temperature.

I foundA this co-efficient of thermal resistance to be quite high, of say 1000 times as vgreat as the thermal resistance of an equal length of metal.

I then calculated from the valuewhich I determined for this co-efficient the temperature to which the oil film must have been raised in order to pass the observed amount of heat from oil film to metal,'for in the tests which I had made and tabulated I further discovered that in veach case whether the speed was low and the pressure high, or the speed high and the pressure low, or both intermediate, this temperature was Ythat at Which the oil volatilized or turned to a gas.

It therefore `became apparent to me that the real cause for the seizing ,of bearings was,`tl1'at when the frictional heat genervated became so great that it .could not be transmitted without the temperature drop at the nozzles k3 bearings H, and consequently the oil pressure at H is less than at k3 and there isa suction tending to draw the oil from I-I to k3.

AFor this reason in place of the oil. at I-I tending to be thrown'out or leak out of the bearing pastthe packing space p', there will H and ifv a pac 'ng is defective a small amount of air will tend to be drawn in in place of the oil flying out.

It will be seen that by supplying a constant and sufficient stream of oil to the inlet, say ten gallons per minute, according to the amounty of lubrication required, all parts of the crank shaft .will be fully and thoroughly lubricated and, cooled and there being no leakage there will be practically no waste of than the volatilizing or decomposing point and bubbles of vapor or gas ing unable to supportl the pressure let thcl pump may be given ampleopportunity to `shaft come in contact coo The tank may be large enough to lhold quite an excess ,of oil and the pum should be ample inpower to cause a fair y frapid passage of oil through the system.

I have described above what seems` to -me with the bearing whereupon metal to metal friction resulted with. the accompanying heat and seizing. I ithen invented the method above described inv which., instead of carrying olf lthe heat across the voil metal contact, parallel streams it will be evident, that' of oil entered at one end of the bearing an the oil in each stream was carried across a narrow strip of bearing surface and thence by the adjacent channel immediately out of thebearing carrying substantially all of its heat with it instead of transmitting it across the oil metal contact, the heat carried away in the oil being later separate cooling chamber as above described. What I claim as my invention is? 1. The method of reducing .the friction between surfaces bearin upon and moving relativelyto each othe which consists in forming a'series of channels in one of the my invention, but other ways may be devised. -l

I was led to make this invention through making some new discoveries with relation to lubrication. I-Ieretofore in allbooks on the theory vof lubrication it has been stated the pressure on the bearing became so great and the oil so fluid from heating that the shaft was yforced down ony the loearingand rubbing occurred between metal and metal. Not being satisfied with this theory I tabulated all publishedtests of bearings which I could obtain,"according to kind of oil, amountof frictional resistance per square inch, etc. i

0n making Athis tabulation I discovered certain empirical laws connecting the different tests and from them was led to the discovery that in ordinary bearings the heat is generated inside the oil film and is transv out of the end ofthe next adjacent channel.

from-oil to metal per centimeter per second,

the order of' bearing surfaces at an angle to the direction oil to the metal of the bearthermal contact resistance represents the across the oill metal contact becoming greater of the oil, the oil decomposed or volatilized" formed and beis lead taken out 1n a each channel and the neXt ad] acent channel, f

lel to that of being hollow to form tween them, a

the combination of'a number lwith the interior of 2. The method of. reducing-thel friction between' surfaces bearing upon and moving relatively to each other which 1 consists in introducing a lubricating fluid between the bearing surfaces at one point, conveying said lubricating fluid by a predetermined path to a point of exit from thebcaring surfaces, and so arranging the predetermined path of the lubricating fluid between the bearing surfaces that'the travel in a direction paralthe relative motion of the bearing surfaces is less than the travel in thek di'- rection per endicular to the motion of said surfaces, w ereby substantially all the fric. tional heat iscarried oil" in the lubricant inf stead of being mainly radiated from the bearing surfaces.

3. In a bearing surface lubricating system,

-of closely adjacent lubricant carrying channels in .one of the bearing surfaces, said channels being at an angle to the direction of relative motion of the bearing surfaces, and a chamber connecting the entrance ends of the'channels to each other and a chamber connecting the eXit ends of the channels to each other.

4. In a crank lubricating system, a moving member, a bearing' therefor, said bearing member and said moving member having a recess between them, `said movingmember a chamber closed at the ends and having passages =whereby its hollow "interlor is connected to said recess, said recess having an^niet, afsecondhollow moving member closed at its ends and -a bearing for said second member, said partsbeing provided with a recess between them., the in; terior of said second hollow member being divided into chambers, means connecting both of said 'chambersiwith said recess, and means for connecting oneofsaid chambers said irst named moving member.

5. In a'crank lubricating system, a hollow shaft closed at its ends, for, said shaft and ysaid bearing being constructed to ha 'e a recess between them, one or more passages said shaft with said recess, a crank arm having a passage therethrough, a hollow crank 1n closed at its ends, means dividing the 1nter1o r of said crank pin into two chambers, a bearing surrounding 'said crank pin, said bearlng being constructed with relation to said crank pin whereby there will be a chamber adapted for lubricant circulation becrank pin, and an outlet to said chamber, and means for causing the circulation of a lubricant through said chambers and passages and out through said outlet.

6. In a crank lubricating system, a hollow shaft closed at each end to forma cham- "sages whereby there will be .a

a'bearing thereconnecting the interior of passage connecting said bears ing chamber wlththe second chamberin said and said bearing being constructed to have a recess between them, one or more pasconnecting the 1nter1or of said shaft with said-recess, a crank arm hav- A inga passage therethrough, a hollow crank pin closed at each end to form a chamber crank pin into two chambers, a bearing surrounding said crank pin, constructed with relation to said crank pin chamber between them, a passage connecting said bearing chamber with the second chamber in said crank pin, and an outlet to said chamber, and av connectingrod mounted on said last named bearing and having passages con?` nected with themselves and with the cham-` ber about said `bearing whereby the lubri-` cant may circulate outwardly from said bearing by one passage and return through the other, and means for causing the circulation of a lubricant .through said champers and passages and out through said outof said nozzle will enter into and move with in it and discharge the exhaust lubricant into said ring.

` 8. In a crank shaft -lubricating system, comprising hollow shafts and crank arm, in combinationI with means whereby a lubricant is said system, anda rotatory delivery nozzle,

said bearing being 7. In a crank shaft lubricating system, in

`a collecting ring therein, means dividing the interior of said aoI a hollow v circulated through a collecting ring having an outlet and a cir-` cular opening concentric with the ,path of rotation offsaid nozzle, and located whereby the delivery lend of said' nozzle will enter into and` move within said opening and discharge the exhaust lubricant into said ring,-,

said ring being substantially rectangular in cross section, lwhereby' the splashing of the lubricantv from said ring on its delivery thereto by said nozzle will be prevented;`

9. In a crank shaft lubricating system comprising hollow shafts and a hollow .crank arm, in combination with means whereby a lubricant is circulated through the system, and a rotary delivery nozzle, a collecting ring having an outlet and a cirrotation of said nozzle, andv located whereby the delivery end of said nozzle will enter into and move within said opening and discharge the exhaust lubricant into said ring, said ring being substantially rectangular in cross section, and having a series of annular vcular opening concentric with the path. of

plates within it, wherebyl the splashing of said members at their points of contact, said the lubricant from said ring on its delivery stream being fed to said members under thereto by said nozzle will be prevented. pressure and being withdrawn therefrom by 4 0 10. That method of caring for the friccentrifugal force due to the rotation of said tional heat between two parts, one of said members and being sufficient in quantity to parts being rotatory, which consists in forcabsorb and carry away the heat developed ing streams of oil between the moving partsv by the frictional contact of said members,

and causing its discharge through a rotawhereby said oil will be heated by friction, 45

tory aperture having a greater radius of cooling said -oil and again circulating it be-` movement than said rotatory part whereby tween said members. centrifugal force will assist by suction in 14:. That method of caring for the .fric causing the movement of the lubricant .tional heat between two parts, one of said through said bearings and in its discharge parts being rotary, which consists in main- 50 therefrom. taining said moving parts in a lubricating 11. That method of lubricating two membath, fed under pressure, and causing the bers substantially in contact and movable discharge of said-lubricant through a rowith relation to each other, which consists tary aperture having a greater radius of in passing a stream of lubricantbetween movement than said rotary part whereby 55 said members at their points of contact, said centrifugal force will assist by suction in stream being sufficient in quantity and racausing the movement of the lubricant pidity of movement tov absorb and carry through said bearing, and its discharge away the heat developed by the frictional therefrom and will prevent leakage due to contact of said members. faulty constr-uction. 60 12. That method of lubricating two mem- 15. Thatmethod of caring for the fricbers in substantial contact and movable the tional heat between two parts, one of said one on the other, which consists in circulatparts being rotary, which consists in forcing ing a stream of lubricant between said memstreams of lubricant between the moving bers at their points of contact, said stream parts and causing the discharge of said lubri'- 65 being under pressure whereby it will be cant through a rotary aperture having a kept constantly moving, said lubricant be# greater radius of movement than said rotary ing sufficient in quantity to absorbv and carry part whereby centrifugal force will assist by away the heat developed by the frictional suction in causing the movement of the lubrlcontact of said members. cant through said bearing, and its discharge 70 13. That method of lubricating two rotatherefrom, and will prevent leakage due to table members in substantial contact and faulty construction.

. movable the one with the other, which con sists in circulating a stream of oil between i REGINALD A. FESSENDEN. 

